30836_ConceptDesignMemorandum_NoAttachments
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CONCEPT DESIGN
MEMORANDUM
March 24, 2025 Project# 30836
To: Jarod Nygren, City of Kalispell Development Services Director
From: Liz Kaniecki, PE, Rachel Grosso, AICP, and Andy Daleiden, PE
RE: Kalispell Main Street Safety Action Plan – Concept Design Memorandum
Introduction
In 2024, the City of Kalispell developed the Safety Action Plan (SAP) (Reference 1), which is a
comprehensive and well-defined strategy for preventing fatal and serious injury roadway crashes, with
a particular focus on vulnerable road users (pedestrians and bicyclists). The SAP identified ten “Priority
Locations” for safety and mobility projects. In August 2024, Kalispell City Council directed City staff to
conceptually design safety and mobility improvements for Main Street (Montana Street to 13th
Street/Airport Road), 1st Avenue E (Parkline Trail to 13th Street E) and 1st Avenue W (Center Street to
12th Street W) to visually communicate the proposed projects and to inform a concept-level cost
estimate that can be used to pursue future funding for design and construction. The study area is
displayed in Figure 1. This technical memorandum outlines the following elements that support the
concept designs:
Decision-making process for selecting safety and mobility treatments, as well as design criteria
for each treatment
Results of the traffic operations analysis for 2024 existing and 2045 future conditions
Environmental and hydraulic impacts of concept designs
Community engagement
Concept-level cost estimates
Policy recommendations
The concept design drawings are included as Attachment A.
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Figure 1. Main Street Safety Action Plan - Phase 2 Study Area
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Concept Designs
Throughout the development of the concept designs, the design team has met with partner agencies to
discuss various design elements and incorporate agency preferences. The project management team
(PMT) for Phase 2 included representatives from the City of Kalispell Community Development and
Public Works Departments, the Montana Department of Transportation (MDT) – Missoula District, and
Flathead County. These meetings and events included:
PMT Meeting #1 – An initial kick-off meeting was held in October 2024 to introduce the
purpose, scope, and schedule of the project, as well as to discuss the traffic volumes and traffic
operations analysis results for data collected in August 2024.
Concept Design Workshop – A concept design workshop was held in November 2024 with
PMT members to discuss design-specific criteria to be implemented into the concept designs. A
design criteria spreadsheet that documents the standards, guidelines, and considerations for
various roadway components was developed, discussed, and confirmed during this 3-hour
workshop. This spreadsheet contains specific design criteria (i.e., lane withs, curb radii) that
were implemented into the concept designs. Attachment B contains the design criteria
spreadsheet that was developed and updated per agency comments.
PMT Meeting #2 – Initial concept designs were presented in two (2) separate meetings in
December 2024, one specifically to discuss the Main Street corridor (PMT Meeting 2A) and one
to discuss the 1st Avenue corridors (PMT Meeting 2B). Agency comments and questions were
discussed during these meetings; the concept designs were updated accordingly, and cost
estimates were developed following these meetings.
Community Engagement – In January 2025, a series of community engagement events were
held in downtown Kalispell to inform community members about Phase 2 and solicit feedback
on the concept designs. Three pop-up events were held on January 28th at Montana Coffee
Traders (Main St), ImagineIF Library (1st Ave E), and Bias Brewing (Main St). On January 29th,
three community meetings were held at Kalispell City Hall to facilitate dialogue with business
and property owners. On January 30th, an Open House was held at Kalispell City Hall for all
community members to participate in an interactive review of the concept designs. An online,
interactive page for commenting on the concept designs was also available for community
members unable to attend in-person.
PMT Meeting #3 – In January and February 2025, PMT Meeting 3A and 3B were held to
discuss the finalization of the concept designs and cost estimates, based on the feedback
received through the community engagement in January 2025.
PMT Meeting #4 – The final meeting of the project management team was held in March 2025
to review the final concept designs and cost estimates, as well as to review the content of this
memorandum.
Attachment C contains meeting notes from each of the meetings listed above.
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Key Safety and Mobility Treatments
The concept designs for each corridor incorporated several safety treatments for all road users. This
section provides a description of the safety treatments considered in the concept design.
Rectangular Rapid Flashing Beacon (RRFB): RRFBs are warning signs with flashing lights
installed at marked crosswalks that can be activated by people crossing via pushbuttons. This
FWHA Proven Safety Countermeasure (Reference 2) increases the visibility and awareness of
vulnerable road users crossing the street at unsignalized intersections. Exhibit 1 displays an
example of an activated RRFB.
Exhibit 1. Example RRFB in Downtown Kalispell (Source: Kittelson)
Curb Extensions: Curb extensions, also known as bulb-outs, are geometric elements used to
constrain roadway widths to provide additional pedestrian space, reduce vehicle speeds, reduce
pedestrian crossing distances, increase driver visibility, and reallocate roadway space. This
treatment is particularly well-suited to downtown areas, as well as in residential areas,
(Reference 3) where there is existing or projected vulnerable road user activity. Exhibit 2
displays an example of curb extension.
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Exhibit 2. Example Curb Extensions (Source: Kittelson)
High-Visibility Crosswalks: High-visibility crosswalks (typically installed with retroreflective
thermoplastic pavement markings) increase driver awareness of marked crossing locations.
Exhibit 3 displays an example of a high-visibility crosswalk.
Exhibit 3. Example High-Visibility Crosswalk (Source: Kittelson)
Leading Pedestrian Intervals (LPI): LPIs are a type of signal timing improvement which
provides a pedestrian walk interval (typically between 3-7 seconds) ahead of the concurrent
vehicle through movement to allow pedestrians to establish a presence in the crosswalk prior to
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vehicles being given the green indication that allows conflicting turning movements. This FHWA
Proven Safety Countermeasure (Reference 2) is also typically installed with audible pedestrian
signal equipment (i.e., pushbuttons, pedestrian signal heads with countdowns). Exhibit 4
displays an example of an LPI – the through movement has a red indication while the
pedestrian signal is activated.
Exhibit 4. Example LPI (Source: Kittelson)
Raised Bike Lanes: Raised bike lanes are dedicated spaces for bicyclists to use that are level
with, and separate from, the sidewalk. These spaces can be delineated with signage and
sometimes pavement coloring. Exhibit 5 displays an example of a raised bike lane.
The walk sign
illuminates in
advance of the
vehicle traffic
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Exhibit 5. Example Raised Bike Lane (Source: Kittelson)
Raised Intersections: Raised intersections are intersections that are level with the sidewalk.
Near the stop bars for vehicles, a gentle slope is used to bring the intersection to the height of
the curb, rather than using curb ramps to bring the sidewalk to the street level. Raised
intersections calm traffic with the speed hump-like effect for each vehicle approach, while
increasing driver awareness of vulnerable road users. Exhibit 6 displays an example of a raised
intersection.
Exhibit 6. Example Raised Intersection (Source: Kittelson)
The following sections describe each corridor and what improvements were incorporated into the
concept designs. Attachment A provides the concept design drawings for all three (3) corridors.
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Main Street
Main Street Design Elements
The concept design for Main Street between Montana Street and 13th Street/Airport Road includes the
following treatments:
Reallocate one vehicle through lane in each direction (northbound / southbound) between
Center Street and 13th Street/Airport Road in order to create a center lane with left-turn pockets
at intersections
– Convert the outside southbound through lane at Center Street / Main Street to a drop right-
turn only lane
– Remove left-turn restrictions at signalized intersections along Main Street
Install a median between 7th Street and 13th Street that connects with the existing Flathead
County Courthouse
– Install a northbound left-turn lane at 7th Street
– Add southbound left-turn restriction at 7th Street
– Restrict access to right-in, right-out (RIRO) at 12th Street
Construct single-lane roundabouts at the following locations:
– 11th Street / Main Street
– 13th Street / Airport Road / Main Street
Install a 10’ sidewalk with a 9’ buffer (buffer width may vary pending right-of-way constraints)
– Buffer may be constructed with stamped concrete, permeable pavers, or some combination
of the two
Retain 8’ parallel on-street vehicular parking on both sides of Main Street
– Widen parking lane to 12’ between 6th and 7th Streets on the west side to facilitate pick-up /
drop-off at St Matthews School
Implement a 15 MPH School Zone on Main Street between 6th and 7th Streets for St Matthews
School
Install RRFBs at the following locations:
– 5th Street / Main Street
– 7th Street / Main Street
Install high-visibility crosswalks at each intersection
Construct curb extensions at each corner of each intersection, as appropriate
Install LPIs at all signalized intersections
Photo renderings of these elements were developed for two locations along Main Street to illustrate the
safety and mobility treatments included in the concept designs. Exhibit 7 displays the photo rendering
of Main Street looking north towards 1st Street, and Exhibit 8 displays the photo rendering of Main
Street looking south towards 7th Street.
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Exhibit 7. Main Street, Looking North Towards 1st Street
Exhibit 8. Main Street, Looking South Towards 7th Street
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Main Street Typical Cross Sections
Figure 2 illustrates the typical cross sections of the Main Street corridor, which show the general widths
of each geometric element that is incorporated into the concept design. The right-of-way linework
provided for the concept design indicates varying widths of right-of-way along the corridor and does not
consistently include areas such as the sidewalk or buffer spaces based on the aerial imagery. The
concept designs assume there will be no impacts behind the existing back of sidewalk. Right-of-way
linework will need to be confirmed and any impacts will need to be further evaluated as the concept
designs move into future phasing.
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Typical Sections
Main Street (Parkline Trail to 13th Street / Airport Rd)
Kalispell, MT 2
Kalispell Main Street Safety Action Plan Concept Design March 2025
Figure
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Main Street Concept Design Considerations
The following concept design considerations were discussed with the concept design team and PMT.
The outcomes of these discussions are summarized below.
Main Street Roadway Reallocation: The centerpiece of the Main Street concept design is the
reallocation of the existing roadway space from a four-lane cross section with parallel parking on
both sides, to a three-lane cross section with parallel parking on both sides. Known as a road
reconfiguration, a road reallocation, or a road diet, this conversion is noted by the Federal
Highway Administration as a Proven Safety Countermeasure for reducing fatal and serious
crashes, with research indicating up to a 47% reduction in total crashes (Reference 2). There
are several safety benefits associated with a 4-to-3-lane conversion, including a reduction in
rear-end and turning crashes, reduced congestion due to dedicated lanes for turning vehicles,
shorter crossing distances for pedestrians, and traffic calming for busy corridors due to the
visual narrowing of drivers’ sight field, which impels slower and more careful driving, with the
associated noise and air pollution reductions. This treatment is particularly recommended by
FHWA for “four-lane undivided highways that experience relatively high crash frequencies —
especially as traffic volumes and turning movements increase over time — resulting in conflicts
between high-speed through traffic, left-turning vehicles and other road users”.
– This concept design includes one lane in each direction, with a center lane that has left turn
pockets to facilitate all vehicle movements at intersections. Currently, left turns are not
allowed along much of this Main Street section (7th Street SB, 6th Street NB/SB, 3rd Street
NB/SB, 2nd Street NB/SB, 1st Street NB/SB); providing a dedicated left turn lane would allow
drivers to make left turns without blocking through traffic, while improving overall circulation
in the downtown.
– The reallocated space will be utilized to widen the sidewalks and boulevard/buffer space
along Main Street, which will improve the pedestrian experience in downtown while providing
space for public amenities in the predominantly commercial area.
– Narrower lane widths were considered during the initial concept development, however it
was determined that 12’ lanes should be maintained at this time to accommodate larger
vehicles (i.e., WB-67 trucks) and to be consistent with MDT’s current design standards for
Main Street’s roadway classification, an Urban Principal Arterial. A 12’ width still provides
flexibility to narrow lanes in the future through pavement restriping, should that be a desired
approach to further reduce vehicle speeds or reallocate space for other uses.
On-Street Parking: Due to the existing parking demand in the downtown, dedicated on-street
parallel parking lanes will be maintained on both sides of Main Street. Prior to the Main Street
SAP, the City considered implementing angled parking in the downtown area to increase the
number of available spaces; however, the Kalispell community responded negatively to this
proposal, and as such, angled parking was not considered as part of this effort. The proposed
parking width is 8’ along Main Street except for the west side of Main Street between 5th Street
and 6th Street, which serves as a student pick-off and drop-off zone for St. Matthew’s School.
The proposed width for this block of parking is 12’ to accommodate the space needed for
student pick-up and drop-off.
Sidewalk Space: The proposed sidewalk width is 10’ along the Main Street corridor. It is
important to note that while this facility satisfies the minimum width for a pedestrian space to
serve as a shared-use path per AASHTO standards and is consistent with the desired minimum
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pathway width from MDT’s and the City’s standards (Reference 4 and Reference 5,
respectively), it is currently against City code to ride a bicycle on a sidewalk (Reference 6), and
as such is not considered a shared-use path for the purposes of this project. The 10’ sidewalk is
intended to serve pedestrian traffic, in addition to providing space for public amenities along the
Main Street corridor.
Boulevard Space: The proposed boulevard/buffer space is 9’, as overall road right-of-way
allows. Right-of-way may vary along the Main Street corridor; where space is constrained,
space may be reduced from the buffer space to allow other design elements to be a consistent
width along the corridor. The buffer space is proposed to be mostly hardscape (stamped
concrete) to allow businesses to use the space for amenities (i.e., outdoor seating, temporary
vendor tables, placards, etc.) and for ease of maintenance. The concept design team and PMT
have explored various options and locations where green space can be incorporated. These
options include permeable pavers, grass, small shrubs or low laying plants, and bioswales. The
installation of any landscaping would require a joint agreement between partner agencies on
maintenance responsibilities. Based on public feedback during the community engagement in
January 2025, there is a desire for increased green space along the corridor. In discussions with
the partner agencies, it was decided that the buffer space would be the most appropriate
location for any green space, as the raised median (discussed in the next bullet) will primarily
serve as snow storage during the winter season and must be accessible by snowplows for ease
of snow removal. Because the northern section of Main Street (between Center Street and 7th
Street) is primarily commercially oriented, the buffer space is proposed to be hardscape to allow
room for any business amenities. The buffer space in the middle and southern sections of Main
Street (south of 7th Street) is proposed to include green space and is dependent on cost and
maintenance responsibilities.
Raised Median: A 12’ continuous, raised median is proposed between 6th Street and 7th Street
and between 11th Street and 13th Street. Both 6th Street and 7th Street are one-way streets
between Main Street and 4th Avenue W, and as such there are no left turns onto Main Street on
this block, and this space can be reallocated for greater separation between travel lanes and
serve as a median refuge for pedestrians crossing Main Street at 7th Street. Both landscaping
and hardscaping options were proposed for the raised median, both of which can accommodate
snow storage as part of the overall winter maintenance on the corridor. Presently, snow removal
on Main Street is completed by blowing snow to the center of the roadway and hauling the snow
away. To ensure snowplow access to the median, partner agencies requested that the median
is either stamped concrete or permeable pavers to facilitate snowblower access.
Curb Extension Radius: Design vehicles provided by the City and MDT were used to
determine the radius used for curb extensions, which included a fire truck and an SU-40, both of
which turn onto and off of Main Street today. A curb radius of 35’ was determined to be the
minimum radius to accommodate the design vehicles and was incorporated into the concept
designs.
RRFB Locations: The locations of the RRFBs were determined based on proximity to key
destinations for pedestrians (i.e., ImagineIF Library, St. Matthew’s School, other pedestrian
routes) and community feedback received during the development of the Main Street SAP
(Reference 1). Two RRFB systems are proposed to be installed at each identified location, one
on each crossing across Main Street. Installing an RRFB system at each of the crossings
increases driver visibility and awareness on approach and alerts drivers to stop prior to entering
the intersection, rather than stopping in the middle of the intersection if the RRFB is located on
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the far side of the intersection for approaching traffic. The flashing beacons will be coordinated
so that when one is activated, all beacons in the intersection system will flash. This treatment is
demonstrated in Exhibit 9.
Exhibit 9. Photo Rendering of Coordinated RRFBs Flashing
1st Avenue East
The Main Street SAP identified 1st Avenue East as a potential primary corridor for bicyclists within the
downtown area, in addition to being a priority location for pedestrian safety improvements. Phase 2
focused on developing a concept layout of bicycle facilities and pedestrian safety improvements along
the corridor. During the development of the concept design, the City and partner agencies decided to
prioritize pedestrian safety improvements due to roadway constraints related to winter maintenance and
funding constraints. This memorandum includes the work completed on bicycle facilities for the City and
its partner agencies to revisit in the future.
1st Avenue East Design Elements
The concept design for 1st Avenue East (Center Street to 13th Street E) includes the following
treatments:
Remove dedicated left turn lanes on the minor (east/west) approaches at the following
intersections:
– 3rd Street E / 1st Avenue E
– 4th Street E / 1st Avenue E
– 5th Street E / 1st Avenue E
Install raised intersections at the following locations:
– 2nd Street E / 1st Avenue E
– 4th Street E / 1st Avenue E
– 12th Street E / 1st Avenue E
– 13th Street E / 1st Avenue E
Install RRFBs at the following locations:
– 3rd Street E / 1st Avenue E
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– 5th Street E / 1st Avenue E
Construct curb extensions at each corner of each intersection where appropriate
Install high-visibility crosswalks at each intersection
Convert 11th Street E / 1st Avenue E from an all-way stop-control (AWSC) to a two-way stop-
control (TWSC) with the stop-control on the minor street (11th Street E)
Install LPIs at all signalized intersections
Figure 3 illustrates the typical cross sections of 1st Avenue E, which shows the general widths of each
geometric element that is incorporated into the concept design. Similarly to what was mentioned above
for Main Street, right-of-way linework provided for the concept design indicates varying widths of right-
of-way along the 1st Avenue E corridor and does not consistently include areas such as the sidewalk or
buffer spaces based on the aerial imagery. The concept design assumes there will be no impacts
behind the existing back of sidewalk, but right-of-way impacts will need to be verified in future phases of
the project.
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Typical Sections
1st Avenue E (Center Street E to 12th Street E)
Kalispell, MT 3
Kalispell Main Street Safety Action Plan Concept Design March 2025
Figure
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1st Avenue East Design Considerations
Lane Width: The proposed lane width is 11’, which is a 1’ reduction from the existing 12’ lanes.
Narrowing the lane width helps to reduce traffic speeds and allows space to be reallocated to
other uses.
Center Left-Turn Lane: The concept design team and City of Kalispell discussed the need to
maintain the center left-turn lane across the corridor. Removing the center left-turn lane would
narrow the roadway, which would encourage slower speeds and provide additional space for
other uses such as sidewalk or buffer space. The traffic analysis demonstrated low left-turning
volumes (generally 10-20 left turns) at all intersections along the 1st Avenue East corridor, which
indicates that a dedicated left-turn lane is not needed to meet acceptable traffic operations.
However, current winter maintenance practices involve plowing snow to the center of the
roadway, which necessitates the center left-turn lane to provide adequate storage and
accessibility for snow removal. Per the City’s desired approach, the center left-turn lane will be
maintained on 1st Avenue East.
Minor Street Left-Turn Lanes: Minor street left-turn lanes are proposed to be removed as part
of this concept as they are not needed from an operational perspective. Removing the minor
street left-turn lanes allows space for curb extensions to be constructed without reducing on-
street parking along the side streets.
On-Street Parking: Due to existing demand for vehicular parking on 1st Avenue East and the
strong desire from both the public and the City to maintain as much on-street parking as
possible, the concept design proposes to maintain existing on-street parking. There may be
future opportunities for the City to explore public parking options for utilizing existing parking lots
adjacent to this corridor that could help alleviate the need for on-street parking, which would
allow for the reallocation of space for other uses, such as wider sidewalks, increased
buffer/boulevard space, or on-street bicycle facilities.
Raised Intersection Locations: Based on the safety evaluation performed in the Main Street
SAP, the 13th Street / 1st Avenue E intersection was identified as a high crash location. The curb
extensions and raised intersection proposed at this location are intended to address these
concerns. Prior to selecting raised intersections as the preferred treatment option for this
location, there was discussion about converting this intersection from a two-way stop control
(TWSC) to an all-way stop control (AWSC) intersection, however, the City decided to not pursue
an AWSC at this location. Additionally, during the community engagement in January 2025,
concern was expressed regarding vehicular speeding along the corridor, and the raised
intersections at 13th Street and 12th Street are proposed to mitigate this concern by slowing
vehicles along the corridor.
RRFB Locations: Similarly to Main Street, locations of the RRFBs were determined based on
proximity to key destinations for pedestrians, as well as community feedback received during
the development of the Main Street SAP (Reference 1).
11th Street AWSC Removal: The proposal to remove the AWSC at 11th Street is intended to
provide consistency along the corridor as the rest of the corridor is free flowing. Based on the
traffic volumes observed at this intersection, the AWSC is not needed operationally, and no
safety concerns were identified during the safety evaluation at this location. Other proposed
countermeasures are intended to address the concerns on vehicles speeding along the corridor.
Removal of the AWSC is recommended in conjunction with the proposed raised intersections
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and curb extensions; the AWSC should remain in place until these other improvements are
installed.
1st Avenue West
Similar to 1st Avenue East, 1st Avenue West was identified as a potential primary corridor for bicyclists
within the downtown area, in addition to pedestrian safety improvements. As mentioned previously for
1st Avenue East, during the development of the concept design, the City and partner agencies decided
to prioritize pedestrian safety improvements due to related roadway and funding constraints. This
memorandum includes the work completed on bicycle facilities for the City and its partner agencies to
revisit in the future.
1st Avenue West Design Elements
The concept design for 1st Avenue West from Center Street to 12th Street includes the following
modifications:
Remove dedicated left turn lanes on the minor approaches (east/west approaches) at the
following locations:
– 3rd Street W / 1st Avenue W
– 4th Street W / 1st Avenue W
Install raised intersections at the following locations:
– 2nd Street W / 1st Avenue W
– 4th Avenue W / 1st Avenue W
Install RRFBs at the following locations:
– 5th Street W / 1st Avenue W
– 7th Street W / 1st Avenue W
Construct curb extensions at each corner of each intersection where appropriate
Install high-visibility crosswalks at each intersection
Install LPIs at all signalized intersections
Figure 4 illustrate the typical cross sections of 1st Avenue W, which shows the general widths of each
geometric element that is incorporated into the concept design. As mentioned previously, right-of-way
linework provided for the concept design indicates varying widths of right-of-way along the 1st Avenue
W corridor and does not consistently include areas such as the sidewalk or buffer spaces based on the
aerial imagery. The concept design assumes there will be no impacts behind the existing back of
sidewalk, but right-of-way impacts will need to be verified in future phasing of the project.
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Typical Sections
1st Avenue W (Center Street W to 12th Street W)
Kalispell, MT 4
Kalispell Main Street Safety Action Plan Concept Design March 2025
Figure
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1st Avenue West Design Considerations
Many of the concept design considerations summarized for the 1st Avenue E corridor also apply to the
1st Avenue W corridor, particularly for removal of left turn lanes on minor cross streets, location
selections for raised intersections, and location selections for RRFBs. As such, the statements in the
previous section apply for this corridor, and for brevity were not repeated in this section.
Other Design Considerations
The development of the concept designs sparked various discussions concerning additional design
considerations, including bicycle facilities for the 1st Avenue corridors, connections to the existing
pedestrian and bicycle network, winter maintenance, turn lane warrants, on-street parking, and access
consolidation. This section provides additional details regarding each of these topics.
Bicycle Facility Options on the 1st Avenue Corridors
During the development of the Main Street SAP (Reference 1), the Kalispell community indicated a
desire for north-south bicycle facilities downtown, not on Main Street, but along the 1st Avenue East and
West corridors. Due to differing roadway widths, the 1st Avenues were separated into two sections, the
northern section, and the southern section. To avoid unnecessary impacts to homes and business, all
improvements along the two corridors were designed conceptually to remain within the existing right-of-
way, avoiding impact to any areas behind the existing back of sidewalks. These principles guided the
development of several options for providing bicycle facilities along the 1st Avenue corridors, which are
provided in Attachment D. It is important to note that the 1st Avenue corridors do not necessarily need
to have the same type of facilities on both corridors, and do not need to be implemented simultaneously
to provide benefits to the Kalispell community.
Connections to the Existing Active Transportation Network
If the City and its planning partners opt to pursue bicycle facilities on the 1st Avenues in the future,
connections to the existing bicycle and pedestrian network should be incorporated into the projects to
facilitate a comprehensive active transportation system.
Parkline Trail: The Parkline Trail crosses 1st Avenue East, approximately 350’ north of Center
Street. An on-street, buffered bike lane was initially included in the alternative concept designs
for bicycle facilities to provide connectivity between the proposed concept design and the
existing pathway, as shown in Attachment D. Connecting 1st Avenue W to the Parkline Trail
may be dependent upon redevelopment of the site of the current Kalispell Mall. The concept
design team discussed various options with the City for forging a connection between 1st
Avenue W and the Parkline Trail, including connecting via Center Street to Main Street (see
Attachment E), connecting directly through the existing mall parcel, and connecting via Center
Street to 5th Avenue.
US 93 and Airport Road Bicycle Lanes: Bicycle ramps were included at the Main Street / 13th
Street roundabout to provide a connection between the existing bike lanes on Main Street
(south of 13th Street) and on Airport Road, which connects directly to 1st Avenue E, as displayed
in Exhibit 10.
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Exhibit 10. Roundabout Bicycle Ramps at Main Street / 13th Street
Winter Maintenance
The initial concept design for the 1st Avenue E and W corridors included removing the existing two-way
center left turn lane and reallocating that space to wider pedestrian and bicycle facilities, which would
have included wider sidewalks, raised bike lanes, and additional buffer space on both sides. The City
expressed concerns about the method for snow removal and storage during the winter season under
the initially proposed conditions. The City’s existing snow maintenance practices store snow in the two-
way center turn lane along the 1st Avenue E & W corridors. With the proposed removal of the two-way
center turn lane, various options were explored, including:
Storing snow in the on-street parking spaces and restricting on-street parking during specific
times of the year, or
Storing snow in the bike lanes and buffer spaces along the sides of the road, behind the
curbline.
Ultimately, the City’s preference was to maintain the two-way center turn lane for ease of snow
maintenance.
Turn Lane Warrants
As previously noted in the 1st Avenue East section, both 1st Avenue corridor concepts proposed
removing turn lanes on minor street approaches at various locations. Intersection operations were
evaluated at these intersections to determine if dedicated turn lanes were needed for their respective
intersection to operate efficiently. Through the operations analysis, it was determined that all
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intersections would operate acceptably with the proposed turn lane removals; the results are discussed
in more detail in the Traffic Operations section.
On-Street Parking
As previously noted, there exists demand for parking within the downtown area. The City and the public
have indicated a desire to maintain as much on-street vehicular parking as possible. To reduce the
demand for on-street parking space in the future, the City could explore the development of a parking
garage, or the publicizing of existing private surface lots.
As shown in the proposed concept designs for Main Street, 1st Avenue W, and 1st Avenue E, parallel
on-street parking is maintained on each corridor.
Access Consolidation
Access consolidation and access management along each corridor could provide additional safety
benefits. Fewer driveways along a corridor reduce the potential conflicts between crossing pedestrians
or bicyclists and vehicles turning in and out of those accesses. Fewer accesses can also reduce delays
caused by vehicles slowing down to enter and exit accesses by encouraging drivers to utilize side
street accesses. Additionally, consolidating driveways allows for the addition of on-street parking
spaces; the space from the existing access can be repurposed as an additional parking space.
The concept designs currently assume all accesses will remain as they are today, except for some
minor driveway improvements needed for any of the proposed roadway elements. The City will discuss
any access consolidation and management with property and business owners prior to any changes, in
order to better understand business’ needs and concerns in regard to access and deliveries to their
business or property.
Traffic Operations
The traffic analysis performed as part of Phase 2 included an evaluation of intersection operations
under peak summer conditions during the weekday AM and weekday PM peak hours for the existing
year 2024 and future year 2045. The analysis included a “No Build” scenario which evaluated
intersections under existing conditions and a “Build” scenario which evaluated intersections with the
recommended improvements as described in the previous sections. The intersections analyzed as part
of Phase 2 include:
Main Street
– Idaho Street (US 2) / Main Street
– Center Street / Main Street
– 1st Street / Main Street
– 2nd Street / Main Street
– 3rd Street / Main Street
– 4th Street / Main Street
– 5th Street / Main Street
– 6th Street / Main Street
– 7th Street / Main Street
– 10th Street / Main Street
– 11th Street / Main Street
– 12th Street / Main Street
– 13th Street / Airport Road / Main
Street
1st Avenue E
– Center Street / 1st Avenue E
– 1st Street / 1st Avenue E
– 2nd Street / 1st Avenue E
– 3rd Street / 1st Avenue E
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– 4th Street / 1st Avenue E
– 5th Street / 1st Avenue E
– 12th Street / 1st Avenue E
– 13th Street / 1st Avenue E
1st Avenue W
– Center Street / 1st Avenue W
– 1st Street / 1st Avenue W
– 2nd Street / 1st Avenue W
– 3rd Street / 1st Avenue W
– 4th Street / 1st Avenue W
– 5th Street / 1st Avenue W
The following sections summarize the methodology employed in the analysis and the results of the
operations analysis, including an overview of key metrics such as level of service (LOS), volume-to-
capacity (V/C) for the critical movement, and projected queue lengths for the critical movement.
Methodology
For Main Street, the traffic analysis utilized LOS C as the minimum capacity threshold, as is consistent
with the standards presented in the Montana Department of Transportation (MDT) Traffic Engineering
Manual (Reference 4). For 1st Avenue East and 1st Avenue West, the traffic analysis utilized LOS D as
the minimum capacity threshold, as is consistent with the standards presented in the MDT Traffic
Engineering Manual (Reference 4), as well as the threshold utilized in the most recent citywide
transportation plan (Reference 5). These thresholds are based on the respective functional
classifications of the roadways.
The traffic analysis utilized methodologies from the Highway Capacity Manual (HCM) 7th Edition
(Reference 7) and HCM 2000 Edition (Reference 8), which is included in the Synchro 12 software used
for this analysis. Sidra 9 software was used to conduct operational analyses for roundabouts.
Traffic Volumes
Turning movement and multimodal counts were collected at 21 intersections along Main Street, 1st
Avenue East, and 1st Avenue West in August 2024 to understand and evaluate peak summertime traffic
conditions. Counts were taken during the weekday morning time period (7:00 AM-9:00 AM) and during
the weekday evening time period (4:00 PM-6:00 PM). System peak hours of 7:50 AM-8:50 AM and 4:35
PM-5:35 PM were identified for the weekday AM and weekday PM peak hours, respectively.
Attachment F provides the August 2024 traffic counts used for this analysis.
The counts collected in August 2024 were compared to those collected in January 2024 for the
Kalispell Main Street SAP. Five intersections were counted during both Phases:
Idaho Street (US 2) / Main Street
Center Street / Main Street
2nd Street / Main Street
12th Street / Main Street
13th Street / Main Street
Weekday PM peak hour volumes at these intersections were higher in August 2024 than in January
2024, even when the peak hour was adjusted to align with the January counts. On average, August
weekday PM peak volumes were about 10% higher than January weekday PM peak hour volumes.
August weekday AM peak hour volumes were lower than January weekday AM peak hour volumes;
depending on the intersection, volumes were 8% to 30% higher in January. This disparity is likely
related to school activity, given the proximity of multiple schools to Main Street.
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For the Kalispell Main Street SAP, January 2024 counts were adjusted upwards to approximate the
peak season, per MDT guidance. Those seasonally adjusted counts were ultimately higher than the
counts collected in August 2024 – in both the weekday AM and weekday PM time periods. Therefore,
the previous SAP traffic operations analysis completed as part of Phase 1 was conservative in the
projected traffic volumes, and therefore the traffic analysis results included in the SAP.
The latest August 2024 counts were used for the traffic analysis in Phase 2, and these counts were not
seasonally adjusted as they were collected in the peak summer month. Individual intersection peak
hour factors were used.
Traffic Control Warrants
Signalized and all-way stop control (AWSC) intersections along 1st Avenue E and 1st Avenue W were
assessed to see if they currently meet, or are expected to meet, volume-based AWSC or signal
warrants. Table 1 summarizes the findings from the AWSC and traffic signal warrant analysis.
Attachment G contains signal and AWSC warrants.
Table 1. Traffic Control Warrant Summary
Intersection AWSC Warranted? Signal Warranted?
Year 2024 Year 2045 Year 2024 Year 2045
1st Avenue W
1st Avenue W / Center Street Yes Yes Yes Yes
1st Avenue W / 2nd Street W Yes Yes No No
1st Avenue W / 4th Street W No No No No
1st Avenue E
1st Avenue E / Center Street Yes Yes No Yes
1st Avenue E / 2nd Street E Yes Yes No Yes
1st Avenue E / 4th Street E No No No No
1st Avenue E / 11th Street E1 No No No No
1st Avenue E / 12th Street E No - - -
1st Avenue E / 13th St E No - - -
1 Counts were not collected at this intersection but were developed using volumes at adjacent intersections.
Only 1st Avenue W / Center Street was found to meet signal warrants under existing conditions.
Through discussions with the City, however, it was determined that no traffic signals were to be
removed on the 1st Avenues. It is important to note that for intersections where AWSC is a warranted
traffic control under 2024 conditions, it was assumed that the traffic control would also be warranted
under 2045 conditions. Similarly, it was assumed that at intersections where a signal is warranted
under 2024 conditions, that it would also be warranted under 2045 conditions.
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Traffic Analysis Results
The following sections outline the results of the traffic operations analysis.
Existing Year 2024 Analysis
This section provides an overview of traffic operations assuming existing year 2024 traffic volumes. The
analysis compares operations of study intersections under the No Build scenario, which assumes
conditions remain the same as they are today and there are no changes to existing lane configurations
or traffic controls, and under the Build scenario, which assumes the proposed treatments described in
previous sections are in place. These treatments include lane configuration changes, traffic control
changes, and signal timing adjustments to incorporate LPIs at all signalized intersections.
The existing year 2024 traffic analysis utilized the existing traffic counts collected in August 2024 as
described in the previous section. Table 2 presents the intersection LOS and V/C ratio for each study
intersection, or its respective critical movement, during the weekday AM and weekday PM peak hours
under existing year 2024 conditions for the No Build and Build scenarios. Intersections meeting or
exceeding the thresholds discussed in the Methodology section are bolded and highlighted.
Table 2. Intersection Operation Results – Existing Year 2024 Conditions (No Build & Build)
Intersection
Existing Year 2024 (No Build) Existing Year 2024 (Build)
Weekday AM
Peak Hour
Weekday PM
Peak Hour
Weekday AM
Peak Hour
Weekday PM
Peak Hour
LOS V/C1 LOS V/C1 LOS V/C1 LOS V/C1
Main Street
Main St / Idaho St C 0.59 D 0.88 C 0.59 D 0.88
Main St / Center St B 0.38 B 0.59 C 0.58 D 0.91
Main St / 1st St A 0.22 A 0.33 B 0.50 C 0.72
Main St / 2nd St A 0.28 A 0.43 B 0.52 C 0.77
Main St / 3rd St A 0.25 A 0.37 C 0.48 C 0.70
Main St / 4th St A 0.23 B 0.34 B 0.44 C 0.62
Main St / 5th St C (EB) 0.10 D (EB) 0.14 C (EB) 0.12 E (EB) 0.19
Main St / 6th St A 0.24 A 0.32 B 0.53 A 0.60
Main St / 7th St B (WB) 0.02 B (WB) 0.04 B (WB) 0.02 B (WB) 0.05
Main St / 10th St B (EB) 0.05 D (EB) 0.17 B (EB) 0.05 D (EB) 0.17
Main St / 11th St A 0.41 B 0.66 A 0.36 A 0.59
Main St / 12th St D (WBL) 0.01 F (WBL) 0.05 B (WB) 0.07 C (EB) 0.10
Main St / 13th St C (EBL) 0.15 E (EBL) 0.27 A 0.34 A 0.58
1st Avenue E
1st Ave E / Center St A 0.23 C 0.45 A 0.27 C 0.47
1st Ave E / 1st St B (EB) 0.04 B (EB) 0.11 B (EB) 0.04 B (EB) 0.12
1st Ave E / 2nd St B 0.21 A 0.35 B 0.22 B 0.37
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1 Results presented are for the critical movement.
As shown, all intersections along 1st Avenue E and W operate within the desired threshold today. Note,
the side streets along 1st Avenue E and W were modeled with single-lane shared approaches (i.e. any
dedicated left turn lanes were removed from the analysis). Left turn volumes are currently low (<10 left
turns at most intersections, and between 10-40 left turns at some intersections) and are not expected to
grow significantly under future conditions. As such, the intersections are expected to operate
acceptably without these dedicated turn lanes.
On Main Street, all intersections operate within the operational thresholds except for the following
intersections:
Main Street / Idaho Street
Main Street / Center Street
Main Street / 5th Street
Main Street / 10th Street
Main Street / 12th Street
Main Street / 13th Street
The proposed RIRO treatment at the 12th Street intersection and the proposed roundabout at 13th
Street intersections improve operations significantly. The left turns at 12th Street are expected to re-
route to 11th Street and 13th Street intersections under the build scenario. As part of the concept design
process, a small geometric change to the 13th Street roundabout was made from Phase 1 to Phase 2,
as this traffic analysis determined thaty a dedicated southbound right-turn lane would not materially
improve intersection operations at Main Street / 13th Street-Airport Road. Furthermore, by removing the
southbound right-turn lane, conflicts and crossing distances are reduced for pedestrians and bicyclists.
Intersection
Existing Year 2024 (No Build) Existing Year 2024 (Build)
Weekday AM
Peak Hour
Weekday PM
Peak Hour
Weekday AM
Peak Hour
Weekday PM
Peak Hour
LOS V/C1 LOS V/C1 LOS V/C1 LOS V/C1
1st Ave E / 3rd St B (EB) 0.01 C (EB) 0.05 B (EB) 0.04 B (EB) 0.12
1st Ave E / 4th St B 0.14 A 0.21 B 0.15 B 0.25
1st Ave E / 5th St B (EB) 0.02 B (EB) 0.02 B (EB) 0.05 B (EB) 0.07
1st Ave E / 12th St A (EB) 0.02 B (EB) 0.03 A (EB) 0.02 B (EB) 0.03
1st Ave E / 13th St B (EB) 0.04 B (WB) 0.07 B (EB) 0.04 B (WB) 0.07
1st Avenue W
1st Ave W / Center St B 0.25 C 0.42 B 0.28 C 0.45
1st Ave W / 1st St A (EB) 0.03 B (EB) 0.04 A (EB) 0.03 B (EB) 0.04
1st Ave W / 2nd St B 0.19 B 0.36 B 0.20 B 0.38
1st Ave W / 3rd St B (EBL) 0.02 B (EBL) 0.01 B (EB) 0.07 B (WB) 0.06
1st Ave W / 4th St B 0.16 B 0.19 B 0.18 B 0.21
1st Ave W / 5th St B (EB) 0.05 B (EB) 0.05 B (EB) 0.05 B (EB) 0.05
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The 5th Street and 10th Street intersections are unsignalized today, and as reported in Table 2, the
critical movements are all minor street movements. Despite these results, both these intersections still
operate well under capacity, indicating drivers are able to find gaps within traffic to make their desired
maneuver.
The Main Street / Idaho Street intersection operates below the desired threshold today under the
existing lane configurations. However, the operational needs at this intersection are not triggered by the
proposed concept design, and as such, are outside the scope of this project.
Operations at the Main Street / Center Street intersection worsen under the Build scenario compared to
the No Build scenario due to the removal of a through lane in each direction. Although operations are
anticipated to worsen, the proposed treatments are intended to reduce the number of high severity
crashes, thus increasing safety along the corridor.
Figure 5 and Figure 6 illustrate the overall intersection LOS for each study intersection during weekday
AM and weekday PM peak hours under existing year 2024 No Build conditions and the existing year
2024 Build conditions. Attachment H contains the Synchro operational worksheets for existing year
2024, No Build scenario. Attachment I contains the Synchro operational worksheets for the existing
year 2024, Build scenario.
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Figure 5. Existing Year 2024 Traffic Operations (No Build) Weekday AM and PM Peak Hours
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Figure 6. Existing Year 2024 Traffic Operations (Build) Weekday AM and PM Peak Hour
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Future Year 2045 Analysis
This section provides an overview of traffic operations assuming future year 2045 traffic volumes. The
future conditions analysis used 2045 as the study horizon year to ensure consistency with the traffic
analysis completed as part of Phase 1 of the Main Street Safety Action Plan. Existing 2024 traffic
volumes were grown at a compounding annual growth rate of 1% to approximate future 2045 volumes.
The growth rate was only applied to vehicle volumes, not multimodal volumes. All intersections were
analyzed using a peak hour factor of 1.00.
The analysis compares operations of study intersections under the No Build scenario, which assumes
conditions remain the same as they are today and there are no changes to existing lane configurations
or traffic controls, and under the Build scenario, which assumes the proposed treatments described in
previous sections are in place. These treatments include lane configuration changes, traffic control
changes, and signal timing adjustments to incorporate LPIs at all signalized intersections.
Table 3 presents the intersection LOS and V/C ratio for each study intersection, or its respective critical
movement, during the weekday AM and weekday PM peak hours under future year 2045 conditions for
the No Build and Build scenarios. Intersections meeting or exceeding the thresholds discussed in the
Methodology section are bolded and highlighted.
Table 3. Intersection Operation Results – Future Year 2045 Conditions (No Build & Build)
Intersection
Future Year 2045 (No Build) Future Year 2045 (Build)
Weekday AM
Peak Hour
Weekday PM
Peak Hour
Weekday AM
Peak Hour
Weekday PM
Peak Hour
LOS V/C1 LOS V/C1 LOS V/C1 LOS V/C1
Main Street
Main St / Idaho St C 0.70 D 1.14 C 0.70 D 1.14
Main St / Center St B 0.42 B 0.66 C 0.64 E 0.99
Main St / 1st St A 0.26 A 0.38 A 0.57 B 0.81
Main St / 2nd St A 0.33 B 0.51 B 0.61 E 0.90
Main St / 3rd St A 0.28 A 0.40 C 0.54 D 0.77
Main St / 4th St A 0.28 A 0.40 C 0.52 C 0.72
Main St / 5th St C (EB) 0.12 E (EB) 0.20 C (EB) 0.15 F (EB) 0.29
Main St / 6th St A 0.27 A 0.35 B 0.56 B 0.67
Main St / 7th St B (WB) 0.02 B (WB) 0.04 B (WB) 0.03 B (WB) 0.07
Main St / 10th St C (EB) 0.06 E (EB) 0.25 C (EB) 0.06 E (EB) 0.25
Main St / 11th St A 0.46 B 0.78 A 0.45 A 0.77
Main St / 12th St D (WBL) 0.03 F (WBL) 0.11 B (WB) 0.09 C (WB) 0.15
Main St / 13th St C (EBL) 0.18 F (EBL) 0.49 A 0.42 A 0.71
1st Avenue E
1st Ave E / Center St A 0.24 C 0.43 A 0.27 C 0.45
1st Ave E / 1st St B (EB) 0.04 B (EB) 0.10 B (EB) 0.04 B (EB) 0.11
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1 Results presented are for the critical movement.
The results shown under future year 2045 conditions are similar to those of existing year 2024. All
intersections along the 1st Avenue corridors are projected to continue to operate acceptably under both
the No Build and Build conditions. Again, the side streets along the 1st Avenue E and W corridors were
modeled with single-lane shared approaches and as shown in the table above, the intersections are
expected to operate acceptably without these dedicated turn lanes even with future year 2045 traffic
volumes.
All intersections projected to exceed the desired LOS thresholds under existing conditions remain the
same with the addition of the following intersections:
Main Street / 2nd Street
Main Street / 3rd Street
As noted previously, the increased queuing and delays at these intersections are trade-offs for
improving safety along the corridor. Although the resulting LOS Ds and Es at some intersections may
cause some minor increased congestion, drivers are expected to experience a constantly moving
queue, albeit slow, that will still progress along the corridor during the peak hour, rather than being
completely stopped for long durations. While increased congestion may slow vehicles down and
increase travel time by a minimal amount, it will also reduce the risk of high-severity crashes.
Additionally, the future volume projections used for this analysis do not account for any traffic re-routing
that would occur with the development of the Bypass, which is a more conservative approach for this
analysis. Regional trips that primarily use Main Street as a thoroughfare today are expected to utilize
the US-93 Bypass once the ultimate configurations have been implemented; Main Street will primarily
serve local traffic for accessing the surrounding residential and commercial/business areas.
Intersection
Future Year 2045 (No Build) Future Year 2045 (Build)
Weekday AM
Peak Hour
Weekday PM
Peak Hour
Weekday AM
Peak Hour
Weekday PM
Peak Hour
LOS V/C1 LOS V/C1 LOS V/C1 LOS V/C1
1st Ave E / 2nd St B 0.21 A 0.34 B 0.22 B 0.36
1st Ave E / 3rd St B (EB) 0.01 C (EB) 0.05 B (EB) 0.04 B (EB) 0.11
1st Ave E / 4th St B 0.15 A 0.21 B 0.17 B 0.24
1st Ave E / 5th St B (EB) 0.02 B (EB) 0.02 B (EB) 0.05 B (EB) 0.07
1st Ave E / 12th St A (EB) 0.02 B (EB) 0.03 A (EB) 0.02 B (EB) 0.03
1st Ave E / 13th St B (EB) 0.03 B (WB) 0.08 B (EB) 0.03 B (WB) 0.08
1st Avenue W
1st Ave W / Center St B 0.27 C 0.41 B 0.30 C 0.44
1st Ave W / 1st St A (EB) 0.03 B (EB) 0.05 A (EB) 0.03 B (EB) 0.05
1st Ave W / 2nd St B 0.20 B 0.37 B 0.21 B 0.38
1st Ave W / 3rd St B (EBL) 0.02 B (EBL) 0.01 B (EB) 0.08 B (WB) 0.07
1st Ave W / 4th St B 0.16 B 0.20 B 0.18 B 0.22
1st Ave W / 5th St B (EB) 0.05 B (EB) 0.04 B (EB) 0.05 B (WB) 0.04
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Another corridor-wide improvement for Main Street is the installation of the center left-turn lane.
Currently, left turns off of Main Street at certain intersections are restricted during daytime hours. This
restriction is intended to nullify the impact of delays that left turns may cause for other movements, as
the left turns are currently made from shared through-left lanes during the unrestricted hours. However,
as mentioned in the Main Street section, the concept design adds left turn lanes on Main Street to
these intersections. Therefore, left turn phases were incorporated into the signal timing at these
intersections. Although an assessment of future volumes revealed that volumes were not high enough
to recommend protected-permissive phasing per NCHRP guidance (Reference 9), protected-
permissive phasing for left turns was assumed because of the safety implications associated with LPIs
and permissive left turns. Permissive-only phasing would likely lead to limited gaps for left turning
vehicles which, in turn, could lead to lower gap acceptance and conflicts with pedestrians.
Figure 7 and Figure 8 illustrate the overall intersection LOS for each study intersection during weekday
AM and weekday PM peak hours under future year 2045 No Build and Build conditions, respectively.
Attachment J contains the Synchro operational worksheets for the future year 2045, No Build
scenario. Attachment K contains the Synchro operational worksheets for the future year 2045, Build
scenario.
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Figure 7. Future Year 2045 Traffic Operations (No Build) Weekday AM and PM Peak Hour
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Figure 8. Future Year 2045 Traffic Operations (Build) Weekday AM and PM Peak Hour
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Travel Time
A travel time analysis estimates the time required to travel from one end of the study corridor to the
other during peak conditions. Northbound travel and southbound travel are assessed separately. Travel
times are composed of running time (the amount of time it takes to travel a segment) and control delay
time (delays associated with traffic signals and roundabouts). Estimated travel times for Main Street for
each scenario and direction are summarized in Table 4. Detailed travel time reports for Main Street are
provided in Attachment L. As demonstrated in the table below, while travel time is projected to
increase under build conditions for both the existing 2024 and future 2045 scenarios, the change in
travel time is less than two minutes to traverse the corridor, resulting in a negligible change from current
conditions.
Table 4. Estimated Peak Travel Times for Main Street
Queues
Queue lengths are estimated in multiples of 25 feet, which is taken to be the length of an average
vehicle; that is, a queue length of 125 feet can be assumed to be five vehicles long. Queues are also
viewed through the 95th-percentile lens, meaning that these results describe a queue that can be
expected during 5% of the analysis period. Queues are typically compared to the available storage
lengths to understand if queues may spill out into other travel streams during peak times. For through
movements on a three-lane cross section (as is proposed in the Build scenario here), the storage
length is the length of one block – approximately 300 feet in Downtown Kalispell.
Queues can be visualized using a Time-Space Diagram (TSD). Time is shown on the x-axis, with space
along a corridor shown on the y-axis. Put simply, straight vertical lines indicate unimpeded free-flow
traffic, while squiggly lines indicate queue buildup and straight horizontal lines indicate stopped queues.
In the case below, red lines represent northbound vehicles and blue lines represent southbound
vehicles on Main Street. Traffic signal cycles are indicated by the green, yellow, and red time bars at
each intersection. TSDs for Idaho Street to 4th Street under the Build scenarios at 90th-percentile flows
are shown for the Build conditions in 2024 and 2045 for the AM and PM peak hours in Exhibit 11,
Exhibit 12, Exhibit 13, and Exhibit 14.
Scenario
Travel Time (seconds)
Weekday AM Peak Hour Weekday PM Peak Hour
NB SB NB SB
Year 2024 No Build 314.0 294.7 331.6 322.1
Build 354.4 324.8 389.1 360.8
Change in Travel Time +40.4 +29.7 +57.5 +37.5
Year 2045 No Build 319.0 299.4 346.1 340.7
Build 358.0 325.6 430.8 430.5
Change in Travel Time +39.0 +26.2 +84.7 +89.8
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Exhibit 11. Time-Space Diagram for 2024 Build AM Peak Hour Conditions
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Exhibit 12. Time-Space Diagram for 2024 Build PM Peak Hour Conditions
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Exhibit 13. Time-Space Diagram for 2045 Build AM Peak Hour Conditions
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Exhibit 14. Time-Space Diagram for 2045 Build PM Peak Hour Conditions
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Under existing conditions, analysis queues are distributed across two lanes; during times of
unrestricted left turns, these impediments may not be captured. During the existing weekday PM peak
hour (the period with highest traffic volumes), southbound travel along Main Street is fairly free-flow in
the 90th percentile, with some queueing at the 4th Street signal. Northbound travel is unimpeded along
segments, but some queueing exists, particularly at the intersections from 2nd Street to Idaho Street.
Under future year 2045 No Build conditions, queues are combined into a single through lane – although
left turns are now siphoned into dedicated turn lanes. There is some queue buildup in the southbound
direction at the Center Street signal. Northbound queues lengthen at 2nd Street, Center Street, and
Idaho Street; however, queues are still generally less than half a block.
The future year 2045 Build conditions exhibit slightly more congestion in the southbound direction
during the PM peak hour. However, queues are not projected to be at a standstill; rather, vehicles are
shown to move along the corridor in a “moving queue”, or platoon. Some queuing at the Center Street
signal is expected, but it does not extend to the Parkline Trail. Northbound travel is expected to
experience longer queues, particularly at 4th Street, Center Street, and Idaho Street; at Idaho Street
(northbound) and Center Street (southbound), queues may occasionally extend to the Parkline Trail
during peak times. Queues at Idaho Street will likely continue to grow without capacity improvements,
which are outside the scope of this project.
It is important to note that travel time and queue impacts are not entirely driven by the lane reductions;
in many locations along the corridor there is excess existing capacity to reduce the cross section. The
LPIs modeled under the Build scenarios contribute to both the travel time and queue length increases.
LPIs allocate dedicated time to pedestrians at the signals along the corridor and so will lengthen travel
times and queues by corresponding amounts. However, in an urban environment, these mild increases
in queuing are acceptable, as they are traded for an increase in safety for people walking and people
driving.
With that in mind, the queue analysis (and the travel time analysis discussed in the previous section)
reflects slower travel speeds for vehicles through Downtown Kalispell. This is expected to improve the
experience for other users along and crossing the corridor, in addition to reducing noise pollution, a
concern for Kalispell community members, especially local business owners. As this is a safety-focused
project, these benefits may outweigh increased queue lengths and travel times. Queueing issues may
also be attenuated with appropriate and effective signal timing. Existing offsets were carried through to
the future year analyses, although signal timing study will be needed to further optimize the signal
system along the corridor. Lastly, through volumes are expected to more strongly favor the US 93
Bypass, meaning some diversion will be expected in future years.
Safety Benefits
Throughout the development of the Kalispell SAP, priority corridors were identified for addressing
safety concerns and implementing various treatments to improve safety. As part of the Kalispell SAP,
Main Street, which accounted for 21% of all serious injury crashes within the Kalispell Planning Area
(Reference 1), was identified as one of those high priority locations. The vision for the Main Street SAP
is to “apply the Safe System Approach to eliminate fatal and serious injury crashes and reduce crash
risk along the Main Street corridor to promote safe, livable, and connected communities for all users of
the transportation system over the 20-year horizon (by 2045)”. Implementing the proposed treatments
addresses the safety concerns identified in the Kalispell SAP and promotes greater connectivity and
access, especially for vulnerable road users, thus meeting the goals of the Main Street SAP.
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Environmental
This section highlights the key findings of the environmental evaluation for this project. More details
about the environmental analysis are provided in Attachment M. The environmental review focused on
the following topics:
Land Ownership
Geologic Resources & Hazards
Soil Resources / Farmland
Hazardous Substances / Sources
Air Quality
Hydrology
Wetlands
Biological Resources
Social and Cultural Resources
Regarding hazardous substances, the evaluation identified 15 petroleum releases (5 open, 10
resolved), 12 regulated underground storage tank (four (4) permanently out of use or removed from the
ground, and eight (8) currently in use), and one (1) Resource Conservation and Recovery Act (RCRA)
small quantity generator (closed) on Main Street. The eight (8) underground storage tanks include
gasoline, diesel, and dyed diesel. On 1st Avenue E and W, the evaluation identified nine (9) petroleum
releases, all of which are resolved, and three (3) regulated underground storage tanks, which are
currently in use and include gasoline and diesel. Note that additional investigation may be required as
part of the final design process, based on the scope of the proposed improvements.
In terms of air quality, Kalispell falls within a “non-attainment” area for PM10, which means necessitates
the City and its partner agencies take measures to reduce the amount of this type of pollution over time,
in accordance with federal law. As part of the final design process, a determination of whether the
project is subject to National Ambient Air Quality Standards conformity requirements of Mobile Source
Air Toxic Analysis is necessary.
The groundwater levels within the project limits are generally high (less than 10 feet) and potential
impacts to groundwater will need to be considered as part of the final design process. Additionally, the
public water supply well is located at the Flathead County Justice Center.
Nineteen noxious weed species were documented within two (2) miles of the project area, which will
require reviews prior to any ground disturbance and coordination with Flathead County Weed District.
Applicable best management practices as outlined in the MDT Standard Specifications and Flathead
County’s Weed Management Plan should be implemented as appropriate.
Several endangered species were identified in the area, including:
Canada Lynx
Grizzly Bear
North American Wolverine
Yellow-billed Cuckoo
Bull Trout
In addition to these species, the Monarch Butterfly was recently nominated as a candidate to become
an endangered species and resides within the area. The improvements moving forward must undergo
further review for compliance with the provisions of the Endangered Species Act (ESA). As the listing
status of species and critical habitats can change over time, this list of affected species and critical
habitats must be re-evaluated for the project during the final design process. Additionally, the habitats
near the proposed project areas must be evaluated to determine the suitability for species of concern
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(SOC) and special status species (SSS). The evaluation will assist in identifying measures to avoid or
minimize the impacts to these species and their habitats during project implementation.
The economics evaluation revealed that approximately 22.6% of the surrounding population is below
the poverty line, which is higher than the 9.7% within Flathead County overall. The median household
income of approximately $33K is less than half of that of Flathead County (approximately $74K). Given
this information, the project must consider impacts on the neighborhood and community as well as
growth and development that may be induced by the recommended transportation improvements.
Section 4(f) of the US Department of Transportation Act of 1966 requires the consideration of park and
recreation lands, wildlife and waterfowl refuges, and historic sites during transportation project
development (Reference 10). Parcels that are designated as Section 4(f) include: the Parkline Trail,
Depot Park, Courthouse Park, in addition to cultural resources. In the final design process, an
evaluation of any potential “uses” (i.e. when land is permanently incorporated into a transportation
project or permanently impaired by the impacts of a project) of these parcels must be completed to
designate the project as a “de minimus” impact, which certifies that the project will not adversely affect
the activities, features, or attributes of the Section 4(f) parcel. As the concept designs developed as part
of Phase 2 aim to enhance the accessibility and connectivity of these resources, a “de minimus” impact
is likely.
There are several historical districts within the project area that must be considered for this project
which include Main Street, Main Street Addendum, the Courthouse, and the East Side. As stated in
Section 106 of the National Historic Preservation Act (NHPA), federal agencies must determine
methods to avoid or minimize any adverse effects the project might have on eligible historical properties
and consult with the State Historic Preservation Office or Tribal Historic Preservation Office. The
notable historical buildings in the project area include:
Main Street
– Heller Building
– Anderson Style Shop
– O’Neil Lumber Company Office
– Sauser-Mercord Building
1st Avenue E & 1st Avenue W
– City Water Department
– Continental Oil Company Filling
Station
– Federal building
– Flathead Wholesale Grocery
– Great Northern Railway Depot
– Hotel Norden
– Kalispell – American Laundry
– Kalispell Monumental Company
– Walker House
– Brice Apartments
Additionally, there are multiple additional eligible or undetermined historical properties, particularly on
the 1st Avenue E and W corridors.
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Hydraulics
As part of the concept designs, a planning-level hydraulic analysis was conducted to identify any
existing drainage issues and potential improvements that can be incorporated into the final design of
the corridors. A more detailed analysis is documented and provided in Attachment N.
The evaluation revealed that a majority of the project area drains to the 1st Avenue W trunkline (36-inch
diameter). The stormwater that discharges at the AC6 outfall is currently treated by one (1) of two (2)
offline hydrodynamic separators. It should be noted that an update to the stormwater city wide system
model is in progress, which is used to identify the downstream capacity limitations.
The Main Street / 11th Street area, which is a known drainage area identified by the City and through
this analysis, may require new inlets and pipe. Two potential options for improving this area are as
follows:
Connect to MDT’s trunkline (18-inch diameter): Would allow the system to stay within MDT
owned facilities and may require upsizing of the existing pipe.
Connect to 1st Avenue W trunkline (36-inch diameter): Would have larger capacity and connect
MDT and City owned facilities.
Exhibit 15 illustrates a map of the drainage system around the southern terminus of Main Street and
the potential improvements listed above.
Exhibit 15. Main Street Drainage Mapping
For the 1st Avenue E & W corridors, all drainage work is located in the Ashley Creek AC6 basin, and
two (2) hydrodynamic separators cover the entire project area. No known drainage issues were
identified on either the 1st Avenue E or W corridor; the improvements are anticipated to be limited to
relocating inlets to new curb and the pipe segment on 1st Avenue E from 12th Street to 13th Street. The
primary trunkline of the project area is located on 1st Avenue W, where most of the water drains as
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mentioned above. Although no known issues were identified on these corridors, there are opportunities
for subsurface storage or infiltration low impact development (LiD) if downstream capacity is limited.
Estimated costs for these improvements are provided in the cost estimate should the City be interested
in pursuing these options. However, the costs for the LiDs are not included in the overall concept
design cost estimates as they are only recommendations and not required treatments to maintain the
system.
Community Engagement
In January 2025, a series of community engagement events were held in downtown Kalispell to inform
community members about Phase 2 and solicit feedback on the concept designs. Three pop-up events
at different community locations were held on January 28th, resulting in 20+ interactions with community
members. On January 29th, three community meetings were held at Kalispell City Hall to facilitate
dialogue with business and property owners, resulting in 15+ interactions with community members.
Participating businesses included: Wheat Montana, Wheaton’s Bicycles, Kalispell Grand Hotel, Insty
Prints, ImagineIF Library, Stockman Bank, Elks Club, Jobs Service, Glacier Bank, and a Main St Salon.
On January 30th, an Open House was held at Kalispell City Hall for all community members to
participate in an interactive review of the concept designs, which resulted in 30+ participants. Photos
from the January 2025 community engagement events are displayed in Exhibit 16.
The community engagement events were advertised through several outreach methods, including a
media release, direct mailers to homes and businesses in Kalispell, digital ads, and radio ads.
Additionally, “takeaway cards” were dropped off at businesses along the Main Street, 1st Avenue E, and
1st Avenue W corridors in the week leading up to the in-person events, and an email was sent on
January 14, 2025 to the project’s contact database, which included Project Advisory Committee
members from Phase 1, as well as community members who had signed up for email updates in Phase
1. The media release was shared on January 13, 2025. The social media ads ran on Facebook and
Instagram between January 16 – February 7, 2025. The radio ads were broadcasted between January
16 – January 30, 2025. The direct mailers (7,500 total) were sent on January 20, 2025. Engagement
materials are available in Attachment O.
In addition to these in-person events, there were several online opportunities to learn about the concept
designs and provide input. The project website, www.MainStreetKalispellSafetyPlan.com was updated
to provide information about Phase 1 and Phase 2 of the project, with contact information and a public
comment portal available for community members to submit questions and comments. The project
StoryMap, was similarly updated to reflect information about Phase 2, including photo renderings and
information about the project corridors. To facilitate a virtual experience that replicated the interactive
review of the concept designs that was available during the Open House, a Concept Board was created
that included images of the Open House display boards, as well as a digital version of the concept
designs, with the option to post virtual sticky notes on the concept design drawings (as shown in
Exhibit 17). The Concept Board was available for public use between January 24 – February 7, 2025.
Through the in-person and digital engagement opportunities, over 100 comments were received on the
Phase 2 concept designs from Kalispell community members. As discussed in previous sections, the
sentiments expressed by the Kalispell community informed several concept design decisions.
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Exhibit 16. Photos from January 2025 Community Engagement Events
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Exhibit 17. Online, Interactive "Concept Board" for Virtual Community Engagement
Several key themes emerged from the community engagement events, which are outlined below:
The Pop-Up Events on January 28th, 2025, revealed the following themes:
– Balancing modes across the downtown corridors is crucial to keep Kalispell moving.
– Accessibility is critical for redesigning the 1st Avenues.
– Bicycle facilities that are safe for families should be the goal for the 1st Avenue corridors.
Along the Main Street corridor, business and property owners expressed:
– Support for wayfinding signage to direct drivers onto the Bypass, landscaping (especially
trees) over hardscaping, and enhancing walkability downtown.
– Concerns about heavy vehicle and emergency vehicle access, funding public amenities
along the corridor, funding construction, and queues during peak times
Along the 1st Avenue corridors, business and property owners expressed:
– Support for bike lanes and landscaping (especially trees)
– Concerns about pedestrian/bicycle conflicts, narrow sidewalks, and vehicular speeding
Along the Main Street corridor, Kalispell community members expressed:
– Support for wider parking near St Matthew’s School, roundabouts, public amenities,
enhanced walkability downtown, vehicle-generated noise reduction, and landscaping
(especially trees)
– Concerns about emergency vehicle access, wayfinding signage to direct drivers to the
Bypass, and queues during peak times
Along the 1st Avenue corridors, Kalispell community members expressed:
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– Support for bike lanes, connections to the Parkline Trail, and landscaping (especially trees)
– Concerns about snow maintenance for bike lanes, vehicular speeding, narrow sidewalks,
and pedestrian/bicycle conflicts
Cost Estimate
Concept level cost estimates were developed for each corridor and calculated using estimated
quantities and unit costs. Unit cost assumptions from the SAP were evaluated and updated based on
recent local projects of similar size and context, MDT’s 2024 Bid Item Report (Reference 10), as well as
recent cost estimates for project examples in locations of similar context (i.e., Oregon).
Table 5 presents the concept level cost estimates for the improvements proposed for each corridor as
shown in Attachment A. Details of the cost estimates are provided in Attachment P. These concept-
level cost estimates are intended to assist the City of Kalispell and its partner agencies in determining
and pursuing opportunities for grant funding for the design and construction of the projects. It is
important to note that the cost estimates for these projects will be further refined in future final design
phases. These cost estimates are inclusive of the treatments discussed for each corridor in their
respective Concept Designs section.
Table 5. Concept Design Cost Estimates
Corridor Concept Design Cost Estimate
Main Street $26.8M
1st Avenue E $10.6M
1st Avenue W $8.3M
Total $45.7M
SS4A Implementation Grant Funding
The intention of Phase 2 was to assist the City of Kalispell and its partner agencies in preparing a
competitive application for Safe Streets and Roads for All (SS4A) Implementation grant funding. This
program, authorized by the Infrastructure Investment and Jobs Act of 2021, stipulates several
requirements for implementation activities, including a local funding match of 80% federal / 20% local.
This local funding match may be provided by local sources, state sources, or private sources, but in
most cases may not utilize other federal funds as the local match source (such as Community
Development Block Grants). In years past, the maximum grant award was $25 million for
implementation grants, but this figure may change for the FY2025 Notice of Funding Opportunity.
With these requirements in mind, the Project Management Team for this project discussed the priorities
for grant funding at the PMT #3 meetings held on January 31st and February 7th, 2025. During these
“I think it would be much better for the local economy if downtown were more
walkable…right now it’s not pleasant.”
- Kalispell resident of 17 years
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meetings, PMT members discussed the need to balance the priorities of the community (received
during the three rounds of engagement throughout Phase 1 and Phase 2 of the project) and the long-
term vision and funding priorities of the City and its partner agencies, with the concept design-level cost
estimates produced as part of Phase 2 and the constraints imposed by the available grant funding
opportunities. Overwhelmingly, the Kalispell community voiced their support for revitalizing downtown
through the implementation of the Main Street roadway reallocation with a focus on enhancing
walkability and pedestrian safety, in alignment with the vision outlined in both the City of Kalispell’s
2017 Growth Policy (Reference 12), as well as the 2021 Transportation Master Plan (Reference 5).
While there was support voiced for the provision of bicycle facilities on the 1st Avenue corridors, the
Kalispell community did not want to prioritize creating bicycle facilities at the expense of pedestrian
facilities. This strong sentiment, combined with the roadway constraints discussed regarding winter
maintenance, and the funding constraints discussed above, led the City and its partner agencies to
prioritize the inclusion of pedestrian safety improvements along the 1st Avenue corridors along with the
Main Street roadway reallocation to provide the highest safety and mobility benefits to community
members while committing to a reasonable local match. Based on the required 20% total project cost
local match for the SS4A Implementation Grants, the local match for an implementation grant for the
Main Street concept design, is estimated to be $5.4M. Were the pedestrian safety treatments included
in the 1st Avenue West and 1st Avenue East corridors included in the grant application, the local match
is estimated to be $9.1M. Table 6 summarizes the breakdown between SS4A Federal Funding and the
local match for each corridor.
Table 6. Concept Design Cost Estimates with SS4A Federal / Local Match
Corridor Federal Share Local Match Concept Design Cost
Estimate
Main Street $21,464,000 $5,366,000 $26,830,000
1st Avenue E $8,440,000 $2,110,000 $10,550,000
1st Avenue W $6,588,000 $1,647,000 $8,500,000
Total $36,492,000 $9,123,000 $45,615,000
This memorandum includes information about how bicycle facilities could be implemented on the 1st
Avenue corridors in the future, as funding opportunities emerge.
Policy Recommendations
The Main Street Safety Action Plan (Reference 1) recommended several policies to support multimodal
safety in the City of Kalispell. Throughout the second phase of this project, several other policy
recommendations were identified that can also further the City’s vision and goals as outlined in the
Safety Action Plan. This section outlines these policy recommendations.
Bicycle Regulations
In Chapter 17 – Motor Vehicles and Traffic of the City of Kalispell’s Code of Ordinances, Article 9 –
Bicycles (Reference 6) outlines several regulations regarding the use of bicycles within the city.
Primarily adopted in 1947 and 1999, these regulations conflict with how bicycling has developed as part
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of the multimodal transportation system. To support the implementation of bicycle facilities along the 1st
Avenue corridors and in the City of Kalispell, it is recommended that the City of Kalispell review and
update the regulations for bicycles located in Article 9 of the Code of Ordinances to align with current
City values and best practices for promoting a bicycle-friendly community.
Winter Maintenance
The City of Kalispell’s existing winter maintenance practices entail several elements that provide a high
quality of service for the community during the winter months. On collector roads, such as the 1st
Avenues, snow is plowed to the center of the road and shaped into berms. This practice maintains two
travel lanes for vehicles, in addition to clearing snow from the on-street parking lanes that abut the curb.
These practices, while maintaining a high quality of service for people driving cars, emerged as one of
the primary constraints for reallocating roadway space to provide dedicated bicycle facilities along the
1st Avenue corridors. It is recommended that the City of Kalispell review these winter maintenance
practices to identify areas for modifications in winter maintenance activities to enable the provision of
dedicated bicycle facilities in the downtown. For example, the City could consider utilizing on-street
parking lanes for snow storage, rather than the center turn lanes, which would allow for the reallocation
of the center lane towards bicycle facilities. In this scenario, the City could work with local business
owners to ensure that off-street parking is available for community members in the downtown. The City
could also consider modifying the snow maintenance practices to haul snow from corridors in the
downtown with dedicated bicycle facilities, which would mitigate the necessity for roadway space to be
dedicated to snow storage.
CONCLUSION
This memorandum is intended to provide technical information about the design criteria, community
information, traffic analysis, environmental and hydraulic considerations, and other decisions that
guided the development of the concept designs and cost estimates produced as part of Phase 2 of the
Main Street Safety Action Plan. For further information, please contact Rachel Grosso at
rgrosso@kittelson.com or 208-472-9807.
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REFERENCES
1. City of Kalispell. (July 2024). Main Street Safety Action Plan.
https://www.mainstreetkalispellsafetyplan.com/
2. Federal Highway Administration. (2023). Proven Safety Countermeasures.
https://highways.dot.gov/safety/proven-safety-countermeasures/
3. National Association of City Transportation Officials (2022). Urban Streets Design Guide.
https://nacto.org/publication/urban-street-design-guide/street-design-elements/curb-extensions/
4. Montana Department of Transportation. Traffic Engineering Manual. November 2007.
5. City of Kalispell. (September 2021). MOVE 2040: Kalispell Area Transportation Plan.
https://www.kalispell.com/DocumentCenter/View/5608/Move-2040-Transportation-Plan
6. City of Kalispell. (July 15, 2024). Code of Ordinances, Chapter 17 Motor Vehicles and Traffic,
Article 9 Bicycles. https://ecode360.com/42630014#42630018
7. Transportation Research Board. Highway Capacity Manual, 7th Edition. 2022.
8. Transportation Research Board. Highway Capacity Manual, 2000 Edition. 2000.
9. National Cooperative Highway Research Program. NCHRP Report 812: Signal Timing Manual,
2nd Edition. 2015.
10. Federal Highway Administration. (N.D.) Environmental Review Toolkit – Section 4(f)
Tutorial. https://www.environment.fhwa.dot.gov/env_topics/4f_tutorial/default.aspx
11. Montana Department of Transportation. 2024 Bid Item Report. December 2024.
12. City of Kalispell. (July 3, 2017). City of Kalispell Growth Policy: Plan-It 2035.
https://www.kalispell.com/DocumentCenter/View/465/Kalispell-Growth-Policy-Plan-It-2035-PDF
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ATTACHMENTS
Attachment A Concept Design Drawings
Attachment B Design Criteria Spreadsheet
Attachment C PMT Meeting Summaries
Attachment D Alternative Bicycle Facilities
Attachment E Connections to the Existing Network
Attachment F August 2024 Traffic Counts
Attachment G Signal & AWSC Warrants
Attachment H Existing Year 2024 Synchro Operational Worksheets (No Build)
Attachment I Existing Year 2024 Synchro Operational Worksheets (Build)
Attachment J Future Year 2045 Synchro Operational Worksheets (No Build)
Attachment K Future Year 2045 Synchro Operational Worksheets (Build)
Attachment L Travel Time Runs
Attachment M Environmental Scan
Attachment N Hydraulics Analysis
Attachment O Community Engagement Materials
Attachment P Cost Estimate
Attachment A
Concept Design Drawings
Attachment B
Design Criteria
Spreadsheet
Attachment C
PMT Meeting Summaries
Attachment D
Alternative Bicycle
Facilities
Attachment E
Connections to Existing
Network
Attachment F
August 2024
Traffic Counts
Attachment G
Signal & AWSC Warrants
Attachment H
Existing Year 2024
Synchro Operational
Worksheets (No Build)
Attachment I
Existing Year 2024
Synchro Operational
Worksheets (Build)
Attachment J
Future Year 2045
Synchro Operational
Worksheets (No Build)
Attachment K
Future Year 2045
Synchro Operational
Worksheets (Build)
Attachment L
Travel Time Analysis
Attachment M
Environmental Scan
Attachment N
Hydraulics Analysis
Attachment O
Community Engagement
Materials
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Attachment P Cost
Estimate